CN112566838B - Cab suspension of a commercial vehicle, commercial vehicle and method of adjusting damping of a cab suspension - Google Patents

Abstract

The invention relates to a cab suspension (10) for a commercial vehicle (20) comprising at least four cab (1) and frame ( 2) Between the damper devices (3a, 3b, 3c, 3d), the damping force of each damper device can be adjusted individually. According to the invention, each damper arrangement (3a, 3b, 3c, 3d) is designed to damp both tensile and compressive loads from the cab (1) to the frame (2). The invention also relates to a commercial vehicle (20) with a corresponding cab suspension (10) and a method for adjusting the damping of the cab suspension (10). Here, the method comprises the steps of: determining which damper arrangements (3a, 3b, 3c, 3d) bear the tensile load from the cab (1) to the frame (2) and which bear the load from the cab (1) to The compressive load of the frame (2). Adjust the damping force of the damper device (3a, 3b, 3c, 3d) that bears the tensile load from the cab (1) to the frame (2) to damp the force from the cab (1) to the frame (2) Tensile load, and/or adjust the damping force of the damper device (3a, 3b, 3c, 3d) bearing the compressive load from the cab (1) to the frame (2) to damp the The compressive load of the frame (2).

Description

Cab suspensions for commercial vehicles, damping for commercial vehicles and adjusting cab suspensions Methods

technical field

The invention relates to a cab suspension for a commercial vehicle, a commercial vehicle with a corresponding cab suspension and a method for adjusting the damping of the cab suspension.

Background technique

Commercial vehicles with a cab are known from the prior art such as EP 1 584 545 A2 or EP 1 702 772 B1, wherein the cab is connected to the frame by means of a corresponding cab suspension. As the link between the cab and the frame, the cab suspension thus performs many different functions, including decoupling the cab from vibrations of the road and/or the engine. In addition to the resulting improved driving safety, first and foremost here is the improved driving comfort, since the driver (especially in long-distance transport) spends almost all of his working time in the driver's cabin.

Driver comfort ultimately depends on the design work of the cab suspension. A simpler solution is usually two front rubber pivot bearings with damping and two rear damping struts that should dampen roll and pitch motion. Here, two rollers on the rear side are responsible for the lateral guidance of the driver's cab. It is also known to mount damping struts for the cab suspension both at the front and at the rear, wherein they support the stabilizer at the front. Lateral guidance at the rear of the cab is then usually performed by tie rods. However, the previous solutions have the disadvantage of high component and installation space requirements and the corresponding weight of the individual components.

Contents of the invention

It is therefore an object of the present invention to provide a cab suspension for commercial vehicles with which the disadvantages of previous solutions can be avoided. In particular, it is an object of the invention to provide a cab suspension that requires less installation space and is lighter than previous solutions.

According to the invention, these objects are achieved by the device and the motor vehicle according to the application. Advantageous embodiments and applications of the invention are the subject of the present application and will be explained in more detail in the following description, partly with reference to the drawings.

Here, the basic idea of the invention is to take over the independent and often passive components provided in previous systems (e.g. Stabilizers for roll stabilization) have functions and tasks that make it possible to dispense with space-consuming components of previous solutions.

To this end, the cab suspension for a commercial vehicle according to the invention comprises (in a manner known per se) at least four preferably four-point bearings (Vier- Punkt-Lagerung) type damper device, the damping force of each damper device can be adjusted individually. Preferably, the damper arrangement is a semi-active and/or active damper whose damper characteristics (force-velocity characteristics) can be adjusted discretely or continuously (e.g. CDC dampers, electrorheological dampers and magnetorheological dampers ). Here, the damper arrangement can comprise one or more hydraulic, hydropneumatic and/or pneumatic shock absorbers and/or dampers and/or be designed as part of a spring-damper system, for example as an air spring-damper module a part of.

According to the invention, each damper arrangement is designed to damp both tensile and compressive loads from the cab to the frame. Here, a tensile load may be defined as the force of the cab acting on the frame directed substantially against the direction of gravity, and a compressive load may be defined as a force of the cab acting on the frame directed substantially in the direction of gravity force. In other words, the damper arrangements may thus be designed to damp loads acting on the respective damper arrangements from or in opposite directions to each other. Due to the corresponding damper arrangement sufficient damping can be applied in all load states. This advantageously achieves the fastest possible damping of the movement of the driver's cab. For example, in case of pitching motion of the cab during braking, a "compressively" loaded front damper arrangement can damp compressive loads, while at the same time a "tensilely" loaded rear damper arrangement can damp tensile load.

Since with many dampers available today only one-sided or strongly asymmetrical damping can generally be achieved in the compression and tension directions, according to the first aspect of the invention each damper arrangement may each comprise two dampers, In order to distinguish them better, the two dampers are referred to as a first damper and a second damper hereinafter. In this case, the two dampers of each damper arrangement can act oppositely to each other in terms of their function. That is to say, the second damper acts in relation to the first damper, as if an opposite load acts on the second damper as it acts on the first damper. This can be achieved, for example, by two structurally identical dampers which are mounted oppositely, ie rotated by 180° relative to each other, between the driver's cab and the vehicle frame.

Additionally or alternatively, the two dampers of each damper arrangement can also be arranged such that in the event of a tensile load being applied to the frame from the driver's In the case where the chamber applies a compressive load to the frame, it is mainly the second damper that acts as a damper. For example, this feature can also be realized by two substantially structurally identical dampers, for example with a high damping force for tensile loads, mounted oppositely between the cab and the frame. Thus, in the case of a tensile load from the cab to the frame, the first damper (loaded in tension in the present case) may dampen due to its damping properties, while the second damper may substantially it is invalid. Then in the case of a compressive load from the cab to the frame the second damper can take over the damping action as it is now carrying the tensile load and the first damper can now be essentially ineffective . Instead of the reverse mounting described above, alternate damping of the first and second damper can also be achieved by different control of the damping properties and/or corresponding mechanical deflection. Advantageously, a rapid damping of undesired cab movements can therefore also be achieved with a damper which acts essentially only in one load direction.

According to a further aspect of the invention, the cab suspension may comprise no mechanical stabilizers, preferably no mechanical stabilizers in the form of torsion bar springs for roll stabilization and/or pitch stabilization. In other words, the cab suspension can be designed without stabilizers. The roll and/or pitch stiffness of the cab suspension is therefore preferably determined solely by the damping forces of the at least four damper arrangements. Additionally or alternatively, the damper arrangement can also be controlled such that it has the function of a mechanical stabilizer. For this purpose, for example, the roll stiffness can be increased by correspondingly increasing the damping force of the damper arrangement. By omitting the stabilizer, it is thus advantageously possible to save installation space and weight in the driver's cab. Furthermore, with the solution according to the invention, roll and/or pitch motions can also be damped faster, since conventional stabilizer or torsion bar springs initially require a certain amount of rotation (i.e. a certain amount of spring compression) in order to Create reaction forces. This is not necessary with a suitable, preferably even predictive, active control of the individual damper arrangements.

According to another aspect of the invention, the cab suspension may comprise control means designed to determine cab motions, for example roll, pitch, raise and/or lower of the cab, based on data from sensor means sports. For this purpose, the sensor system can include, for example, an acceleration sensor, a steering angle sensor, a yaw rate sensor and/or a displacement sensor. Preferably, the cab movement is a state change of the cab. That is to say, instead of a static cab orientation (for example, a time-constant side tilt due to different loads), a change can be determined from the current rest position of the cab in the present case. Furthermore, the control device for damping the determined cab movement can be designed to adjust the damping force of the damper arrangement. For example, the control device can be designed to open and/or close a switching valve and/or a proportional valve in the damper device. Additionally or alternatively, especially in the case of damper arrangements with electrorheological fluids and/or magnetorheological fluids, the control device can also be designed to generate and/or reduce an electromagnetic field within the damper arrangement. Preferably, the correspondingly adjusted damping force of the damper device suppresses the determined driver's cab movement as quickly and effectively as possible, wherein for a person skilled in the art, the precise control method of the damper device (some of which will be described below A number of possibilities are apparent. Advantageously, this aspect of the invention enables rapid damping of undesired cab movements and thus eliminates space-consuming components, including stabilizers.

According to a modified example of this aspect, the sensor device may be arranged in the region of the top wall of the cab, for example, on the underside of the top wall of the cab. In other words, the sensor device may be arranged as far as possible from the support position of the damper device and/or the cab on the vehicle frame. Since the movement of the cab, that is to say, the displacement of the cab relative to the rest position, increases with distance from the position of the cab on the frame, it is advantageously possible to achieve Accurate detection of small and/or ongoing motion of the chamber. Preferably, the sensor device can be arranged as centrally and/or centrally as possible in the region of the top wall and/or spaced as equidistantly as possible from all damper devices.

According to another aspect of the invention, in order to detect the occurrence of movement of the cab as quickly as possible, the sensor device and/or the control device can also determine the temporal variation of the acceleration, preferably in three mutually perpendicular spatial directions with acceleration The time-varying component of the acceleration change vector. In other words, jerk, ie the time derivative of the acceleration, can thus be determined. This advantageously enables a quicker and more reliable recognition of sudden cab movements than would be the case with detection of acceleration. Additionally or alternatively, the sensor device and/or the control device can also determine the acceleration, preferably an acceleration vector with a time-varying component of the acceleration in three mutually perpendicular spatial directions.

According to another aspect of the invention, the control device may be designed to determine, based on the determined motion, which damper devices are bearing the tensile load from the cab to the frame, and to adjust their damping force to damp the load from the cab to the frame. rack tensile load. Additionally or alternatively, the control means may also be designed to determine, based on the determined motion, which damper means are bearing the compressive load from the cab to the frame, and to adjust their damping force to damp the compression from the cab to the frame load. Here, "adjustment" of the damping force can generally be understood as an increase of the damping force in the corresponding load direction (ie adjustment of tight damping). However, in the above exemplary embodiment where each damper arrangement has two oppositely acting dampers, "adjusting" the damping force may also include a reduction of the damping force of the dampers (described in more detail below) . For example, while tuning the first damper to be "hard" for stretching, the second (rotated 180° mounted) damper can be tuned to be "soft" for stretching, so as to counteract as little as possible Primary damping for the first damper. The specific determination of the compressive or tensile load on the individual damper arrangements has the advantage that the best possible response to the determined driver's cab movement is thus possible and thus a fast and reliable damping of the driver's cab is possible. sports.

According to another aspect of the invention, the cab suspension may comprise four damper arrangements arranged in the form of a quadrilateral, wherein two of the damper arrangements may be arranged to the left of the longitudinal axis of the vehicle and two of them The first damper unit is arranged on the right side of the longitudinal axis of the vehicle. Preferably, the four damper means are arranged in the form of a raised quadrilateral, for example in the form of a rectangle, a square, a trapezoid and/or a rhombus. Furthermore, the control means may be designed to adjust a pair of damper means for damping compressive loads and adjust a pair of damper means for damping tensile loads in the first mode of operation. In other words, the control device can be designed to adjust the damping force of the damper device differently in pairs. Preferably, therefore, the damping forces of the different damper arrangements can be adjusted substantially simultaneously. Furthermore, a pair of damper means may comprise two adjacent or two diagonally opposite damper means. This advantageously achieves simple and reliable damping of undesired cab movements.

According to a modified example of this aspect of the invention, the pair of damper arrangements may be selected depending on the cab movement determined by the control device. Thus, two damper arrangements located to the left or right of the vehicle's longitudinal axis can be selected to damp the rolling motion of the cab, while two damper arrangements to the front or rear in the direction of travel can be selected to damp the steering pitching motion of the chamber. As a result, in particular pitch and roll movements of the driver's cab can advantageously be damped as quickly as possible. Furthermore, especially in the case of combined pitch and roll movements, a particularly favorable cab damping can be achieved by pairing diagonally opposite damper arrangements without additional coupling of the damper arrangements via stabilizers .

According to another aspect of the invention, the maximum damping force that can be applied and/or adjusted by the respective damper arrangement may be substantially the same under tensile and compressive loads. In other words, the damping of the individual damper arrangements in the compression phase can essentially be adjusted to the damping in the rebound phase, wherein the course of the damping force in the tensile and compressive directions can be completely different. Advantageously, this ensures that tensile loads and compressive loads from the cab to the frame are damped equally well, and thus undesired cab movements can be damped as optimally and quickly as possible.

According to another aspect of the present invention, the damping force of the damper device can be adjusted in advance. In other words, the damping force may already be adjusted before cab motion actually occurs to preferably avoid anticipated cab motion. To this end, the control device may provide information about the road, the state of the road surface and/or the upcoming driving maneuver of the commercial vehicle and/or The expected cab motion is determined using appropriate models and/or simulations. Then, based on the determined expected cab movement, the damping force of the damper arrangement can be pre-adjusted. Since strong deflections of the driver's cab relative to the rest position can be avoided, the need for adjustment can advantageously be reduced.

Furthermore, according to the invention, a method for adjusting the damping of a cab suspension of a commercial vehicle is provided. In this case, the cab suspension comprises at least four damper arrangements arranged between the cab and the frame of the commercial vehicle, each damper arrangement being individually adjustable with regard to its damping force. Furthermore, each damper arrangement is designed to damp both tensile and compressive loads from the cab to the frame. Furthermore, the cab suspension used in the context of the method may also have all the features of the cab suspension described herein. That is to say that the features of the cab suspension disclosed according to the device are therefore also to be disclosed and claimed in connection with the method.

According to the invention, the method comprises the following steps. Determine which damper units bear the tensile load from the cab to the frame and which damper units bear the compressive load from the cab to the frame. For example, this can be done on the basis of data from a sensor device, preferably an acceleration sensor. The method also includes adjusting the damping force of the damper arrangement to withstand a tensile load from the cab to the frame to dampen a tensile load from the cab to the frame and/or adjust to withstand a compressive load from the cab to the frame The damping force of the load's damper device to damp compressive loads from the cab to the frame. In this case, the term "adjustment" may include a change in the characteristics of the damper, eg, an increase or decrease in damping force for tensile loads and/or an increase or decrease in damping force for compressive loads. The adjustment can also take place continuously or in multiple stages.

Furthermore, according to the invention there is also provided a commercial vehicle having a cab suspension as described herein.

Description of drawings

Here, the above-mentioned aspects and features of the invention can be combined with one another as desired. Further details and advantages of the invention will be explained below with reference to the accompanying drawings.

Figure 1 shows a highly schematic 3D view of a cab suspension for a commercial vehicle according to an embodiment of the invention.

Fig. 2 shows a side view of a cab suspension for a commercial vehicle according to another embodiment of the present invention.

Figure 3 shows a highly schematic 3D diagram of a part of a cab suspension for a commercial vehicle including various accelerations acting on the cab.

FIG. 4 shows a flowchart of a method for adjusting the damping of a cab suspension of a commercial vehicle.

Fig. 5 shows a schematic diagram of a commercial vehicle according to an embodiment of the invention.

Detailed ways

Fig. 1 shows a highly schematic 3D view of a cab suspension 10 for a commercial vehicle 20 according to an embodiment of the invention. In this case, the cab suspension 10 comprises four damper arrangements 3a, 3b, 3c, 3d which are arranged between the cab 1 and the frame 2 of the commercial vehicle 20 in the region of the corners of the cab close to the ground. . The damper devices 3a, 3b, 3c, 3d are part of a four-point bearing (not shown in detail) of the cab 1, in which case each damper device can be individually discrete or continuous in its damping force to adjust. Preferably, the damper devices 3a, 3b, 3c, 3d comprising hydraulic dampers, hydropneumatic dampers and/or pneumatic dampers also interact with elastic elements and/or are designed as a combined component with elastic and damping functions . It is particularly advantageous here that the four damper arrangements 3 a , 3 b , 3 c , 3 d are each part of an air spring damper module, so that a horizontal adjustment of the driver's cab 1 is also possible, for example, when the commercial vehicle 20 is parked. Horizontal sleeping position (Schlafposition) for cab 1.

According to the invention, each damper arrangement 3 a , 3 b , 3 c , 3 d is designed to damp both tensile and compressive loads from the cab 1 to the frame 2 . In this case, the basic directions of action of the corresponding loads on the damper devices 3 a , 3 b , 3 c , 3 d are each indicated by arrows in FIG. 1 . Since the damper arrangement 3 a , 3 b , 3 c , 3 d can thus damp both types of loads, an as fast as possible damping of undesired movements of the driver's cab 1 can advantageously be achieved.

FIG. 2 shows a side view of a cab suspension 10 for a commercial vehicle 20 according to another embodiment of the invention. In this case, the four damper arrangements 3a, 3b, 3c, 3d (of which only the damper arrangements 3b and 3c are visible in side view) each comprise two structurally identical dampers 3a ₁ , 3a ₂ , 3b _{1 . _ _ _ _ _ _ _ _ _ 2} , 3c ₂ , 3d ₂ . In the present case, the two dampers 3a ₁ , 3a 2 , 3b ₁ , 3b 2 , 3c ₁ , 3c ₂ , 3d ₁ , 3d ₂ of each damper arrangement 3a, 3b _, 3c, _3d are opposite to each other (ie , rotated 180° relative to each other) is installed between the cab 1 and the frame 2, which is shown by the direction of the two arrows in FIG. 2 . Furthermore, each damper 3a ₁ , 3a ₂ , 3b ₁ , 3b ₂ , 3c ₁ , 3c ₂ , 3d ₁ , 3d ₂ is optimized so that damping locally acts on the corresponding damper 3a ₁ , 3a ₂ , 3b ₁ , Tensile load on 3b ₂ , 3c ₁ , 3c ₂ , 3d ₁ , 3d ₂ . In this case, the load acting locally on the respective damper 3a ₁ , 3a ₂ , 3b ₁ , 3b ₂ , 3c ₁ , 3c ₂ , 3d ₁ , 3d ₂ should be combined with the load acting globally on the entire damper arrangement 3a, 3b, 3c , The load on 3d is separated. Therefore, depending on the installation position of the first dampers 3a ₁ , 3b ₁ , 3c ₁ , 3d ₁ , a compressive load from the cab 1 to the frame 2 may result in a localized compressive load or a tensile load. In this embodiment (without being associated with any limitation), for the respective first damper 3a ₁ , 3b 1 , 3c ₁ , 3d 1 of the damper arrangement 3a, 3b, _3c , _3d , from the cab A compressive load from 1 to frame 2 should likewise result in a localized compressive load, whereas in the case of a compressive load from cab 1 to frame 2 the corresponding second damper arrangement 3a ₂ , 3b ₂ , 3c ₂ , 3d ₂ are locally loaded in tension due to their opposite mounting, ie in their preferred direction of operation. Although individual dampers may have highly asymmetric damper characteristics in both compression and tension directions or substantially only in one preferred direction (in this case tension), by correspondingly changing the first or The corresponding damping force of the second damper 3a ₁ , _{3a 2} , 3b _{1 ,} 3b _{2 ,} 3c ₁ , 3c ₂ , 3d ₁ , _{3d 2} can thus ₁ , 3c ₂ , 3d ₁ , 3d ₂ interact to effectively damp the tensile and compressive loads on the damper device.

Furthermore, the cab suspension 10 also comprises a control device 4 designed to determine cab movements (eg roll, pitch, raise and/or lower movements of the cab 1 ) based on data from the sensor device 5 . ), and adjust the damping force of the dampers 3a ₁ , 3a ₂ , 3b ₁ , 3b ₂ , 3c ₁ , 3c ₂ , 3d ₁ , 3d ₂ to damp the determined cab movement. In the present case, the sensor device 5 is an acceleration sensor which is arranged in the region of the roof wall of the driver's cab 1 and which can also determine an acceleration vector having acceleration components in three mutually perpendicular spatial directions. In this case, the three spatial directions are preferably aligned along the longitudinal axis, the transverse axis and the vertical axis of the commercial vehicle. Based on the acceleration vector determined by the sensor device 5, the control device 4 adjusts the damping force of each damper 3a ₁ , 3a ₂ , 3b ₁ , 3b ₂ , 3c ₁ , 3c ₂ , 3d ₁ , 3d ₂ , wherein, in a first step It is first determined which of the damper arrangements 3 a , 3 b , 3 c , 3 d are subjected to a tensile load from the cab 1 to the frame 2 and which damper arrangements are subjected to a compressive load from the cab 1 to the frame 2 . If it is determined here, for example, that the damper arrangement 3b is subjected to a compressive load from the cab 1 to the frame 2 (for example, during a pitching movement of the cab 1), then in this example the first (by The damping force of the compressively loaded) damper 3b ₁ is adjusted to be soft for the tensile load, while the damping force of the second (invertedly installed and tensilely loaded) damper 3b ₂ of the damper device 3b The force is adjusted to be stiff for the tensile load. In other words, in the case of a compressive load from cab 1 to frame 2, it is mainly the second damper that acts as a damper, and in the case of a tensile load from cab 1 to frame 2, it is mainly The first damper plays a damping role. Overall, this interaction of the two dampers achieves optimum damping of eg compressive loads acting on the damper arrangement 3b.

Although the damping of the individual dampers 3a ₁ , 3a 2 , 3b ₁ , 3b ₂ , 3c ₁ , 3c ₂ , 3d ₁ , 3d ₂ on the respective damper arrangement 3a, 3b, 3c _, 3d has been described in more detail thus far force adjustment, but will be considered in more detail below with reference to FIG. Compression load to frame 2. To this end, FIG. 3 shows in a highly schematic 3D illustration a part of a cab suspension 10 with a driver's seat arranged close to the ground between the cab 1 and the frame 2 of a commercial vehicle 20 . Four damper devices 3a, 3b, 3c, 3d in the area of the corners of the cabin, each comprising two oppositely mounted (ie rotated 180° relative to each other) between the cab 1 and the frame 2 Dampers 3a ₁ , 3a ₂ , 3b 1 , 3b ₂ , 3c _{1 ,} 3c ₂ , 3d ₁ , 3d ₂ of identical construction. Furthermore, the cab suspension 10 comprises a control device 4 (not shown in more detail) designed to determine the position of the cab 1 on the basis of data from an acceleration sensor 5 arranged in the region of the roof wall of the cab 1 . The rolling, pitching, raising and/or lowering movements of the rolling, pitching, raising and/or lowering movements, and correspondingly adjust the damping force of the damper device 3a, 3b, 3c, 3d.

To this end, in the present case, FIG. 3 shows three different accelerations acting on the driver's cab in the form of three acceleration vectors a ₁ , a ₂ , a ₃ . Here, the first acceleration vector a ₁ corresponds to the lateral acceleration of the driver's cab 1 with respect to the direction of travel. The resulting movement of the cab 1 will be a rolling motion, wherein the damper means 3b and 3c will be under compression and the two damper means 3a and 3d will be under tension. In the present case, this is determined by the control device 4 on the basis of the acceleration vectors detected by the sensor device 5 and the position of the damper devices 3 a , 3 b , 3 c , 3 d relative to the center of gravity of the cab. Correspondingly, in the case of a first acceleration, the control device 4 will control the pair of damper devices 3b and 3c on the left with respect to the direction of travel so that they are "hard for compression" and the one on the right. Dampers 3a and 3d are made "hard for stretching". That is, in the compression phase, the damping force of the damper devices 3b and 3c will increase, and in the rebound phase, the damping force of the damper devices 3b and 3c will increase. However, as previously described with respect to FIG. 2 , the adjustment of the respective damping of the respective damper arrangement 3a, 3b, 3c, 3d can be intrinsically linked to the first and second damper 3a ₂ , 3b ₁ , 3b ₂ , 3c ₁ , 3c ₂ , 3d ₁ , 3d ₂ are related to the change of compression stage and rebound stage.

The second acceleration vector _a2 corresponds to an acceleration oriented forward to the right with respect to the direction of travel, which acceleration will result in a combined pitch and roll motion of the cab 1, wherein the damper arrangement 3a will be strongly compressed and the damper arrangement 3b will be Subject to slight tension, damper arrangement 3c will be subject to strong tension and damper arrangement 3d will be subject to slight compression. In order to adjust the damping forces of the individual damper devices 3a, 3b, 3c, 3d accordingly, the control device 4 can decompose the acceleration vector a2 detected by the sensor device ₅ into its individual components along the longitudinal, transverse and vertical axes of the commercial vehicle 20 , and is controlled proportionally to these components. Thus, in the present case, the damper device 3a is controlled to be "hard for compression", and the damper device 3c can be controlled to be "hard for tension", while the damper devices 3b and 3d are less strong control. Thus, for the damper arrangement 3b an average damping force will be generated in the tensile direction and for the damper arrangement 3d an average damping force will be generated in the compressive direction.

The third acceleration vector a ₃ corresponds to an upwardly directed acceleration which occurs, for example, while driving over a bump and leads to a raising movement of the driver's cab 1 . In this case, all four damper arrangements 3a, 3b, 3c, 3d are equally stretched, so that the control device 4 increases the damping of all four damper arrangements 3a, 3b, 3c, 3d during the rebound phase force. Overall, through the targeted determination of the compressive or tensile loads of the individual damper arrangements 3a, 3b, 3c, 3d, it is thus possible to react to undesired cab movements in the best possible way and thus quickly and reliably Inhibit cab movement.

FIG. 4 shows a flowchart of a method for adjusting the damping of a cab suspension 10 of a commercial vehicle 20 . The cab suspension 10 here comprises at least four damper arrangements 3 a , 3 b , 3 c , 3 d arranged between the cab 1 and the frame 2 of the commercial vehicle 20 , each damper arrangement with respect to its damping force Can be adjusted individually. In addition, each damper arrangement 3 a , 3 b , 3 c , 3 d is designed to damp both tensile and compressive loads from the cab 1 to the frame 2 . In this case, the tensile load can be understood as the force that the cab acts on the frame substantially against the direction of gravity, while the compressive load can be understood as the substantially force that the cab acts on the frame. force in the direction of gravity.

In step S1, it is first determined which of the damper arrangements 3a, 3b, 3c, 3d bear the tensile load from the cab 1 to the frame 2 and which damper arrangements bear the load from the cab 1 to the frame 2 compression load. As described above for FIG. 3 , this can be done, for example, on the basis of data from the sensor device 5 , preferably an acceleration sensor. In step S2 , the damping forces of the damper devices 3 a , 3 b , 3 c , 3 d that bear the tensile load from the cab 1 to the frame 2 are adjusted to damp the tensile load from the cab 1 to the frame 2 . For this purpose, switching valves and/or proportional valves in the damper devices 3 a , 3 b , 3 c , 3 d can be opened and/or closed, for example. Alternatively, in the case of a damper device 3a, 3b, 3c, 3d with electro-rheological and/or magnetorheological fluid, an electromagnetic field is generated and/or reduced within the damper device 3a, 3b, 3c, 3d. In this case, the adjustment can take place continuously or in multiple stages. Then, in step S3 , the damping forces of the damper devices 3 a , 3 b , 3 c , 3 d that bear the compressive load from the cab 1 to the frame 2 are adjusted to damp the compressive load from the cab 1 to the frame 2 . In this case, regulation can again take place, as described in step S2 , by opening and/or closing valves or by generating and/or reducing an electric field in the damper arrangement 3 a , 3 b , 3 c , 3 d. Furthermore, adjusting the damping force may comprise increasing or decreasing the damping force of a damper installed in the damper arrangement 3a, 3b, 3c, 3d.

FIG. 5 shows a schematic diagram of a commercial vehicle 20 according to an embodiment of the invention. In the present case, the commercial vehicle 20 is a truck with a cab suspension 10 as described above.

While the invention has been described with reference to specific exemplary embodiments, it will be apparent to those skilled in the art that various changes may be made and equivalents may be substituted without departing from the scope of the invention. Therefore, it is intended that the invention not be limited to the disclosed exemplary embodiments, but that it will include all exemplary embodiments falling within the scope of the appended claims. In particular, the invention also claims subject-matter and features of the dependent claims which are not relevant to the cited claim.

List of reference signs

1 cab

2 frame

3a～3d damper device

3a ₁ ~ 3d ₁ first damper

3a ₂ ~3d ₂ second damper

4 control device

5 sensor device

10 cab suspension

20 commercial vehicles

a ₁ first acceleration vector

a ₂ second acceleration vector

a ₃ The third acceleration vector

Claims (17)

1. Cab suspension (10) for a commercial vehicle (20), comprising at least four damper devices (3 a, 3b, 3c, 3 d) arranged between a cab (1) and a frame (2) of the commercial vehicle (20), the damping force of each of the damper devices being individually adjustable, wherein each of the damper devices (3 a, 3b, 3c, 3 d) is designed for damping both tensile and compressive loads from the cab (1) to the frame (2),

characterized in that each of the damper devices (3 a, 3b, 3c, 3 d) has a first damper (3 a) ₁ 、3b ₁ 、3c ₁ 、3d ₁ ) And a second damper (3 a) ₂ 、3b ₂ 、3c ₂ 、3d ₂ ) The first damper and the second damper are arranged such that: in the case of a tensile load from the cab (1) to the frame (2), the first damper (3 a) ₁ 、3b ₁ 、3c ₁ 、3d ₁ ) Is essentially damping and in the event of a compressive load from the cab (1) to the frame (2), the second damper (3 a ₂ 、3b ₂ 、3c ₂ 、3d ₂ ) Essentially acting as a damping function.

2. Cab suspension (10) according to claim 1, characterized in that,

a) The cab suspension does not include a mechanical stabilizer, and/or

b) The damper devices (3 a, 3b, 3c, 3 d) are controlled such that they assume the function of a mechanical stabilizer.

3. Cab suspension (10) according to claim 2, characterized in that the cab suspension does not comprise a mechanical stabilizer for roll stabilization and/or pitch stabilization in the form of a torsion bar spring.

4. A cab suspension (10) according to any one of claims 1 to 3, characterized by control means (4) designed to determine cab movement based on data of the sensor means (5) and to adjust the damping force of the damper means (3 a, 3b, 3c, 3 d) to damp the determined cab movement.

5. Cab suspension (10) according to claim 4, characterized in that the sensor means (5) is an acceleration sensor.

6. Cab suspension (10) according to claim 4, characterized in that the control device is designed to determine a change of state of the cab on the basis of data of the sensor device (5).

7. Cab suspension (10) according to claim 4, characterized in that the control device adjusts the damping force of the damper device (3 a, 3b, 3c, 3 d) to dampen the rolling and/or pitching movements of the cab.

8. Cab suspension (10) according to claim 4, characterized in that the sensor device (5) is arranged in the top wall region of the cab.

9. Cab suspension (10) according to claim 4, characterized in that the sensor means (5) and/or the control means (4) determine the time variation of the acceleration.

10. Cab suspension (10) according to claim 9, characterized in that the sensor device (5) and/or the control device (4) determine an acceleration change vector having time-varying components of acceleration in three mutually perpendicular spatial directions.

11. Cab suspension (10) according to claim 4, characterized in that the control device (4) is designed to be based on the determined movement

a) -determining the damper devices (3 a, 3b, 3c, 3 d) subjected to a tensile load from the cab (1) to the frame (2), and-adjusting the damping forces of these damper devices to damp the tensile load from the cab (1) to the frame (2); and/or

b) -determining the damper devices (3 a, 3b, 3c, 3 d) subjected to a compressive load from the cab (1) to the frame (2), and-adjusting the damping forces of these damper devices to damp the compressive load from the cab (1) to the frame (2).

12. Cab suspension (10) according to claim 4, characterized in that four of the damper devices (3 a, 3b, 3c, 3 d) are arranged in a quadrilateral form, wherein two of the damper devices (3 a, 3b, 3c, 3 d) are arranged to the left of the longitudinal axis of the vehicle and two of the damper devices (3 a, 3b, 3c, 3 d) are arranged to the right of the longitudinal axis of the vehicle, and wherein the control device (4) is designed to adjust a pair of the damper devices (3 a, 3b, 3c, 3 d) in a first operating mode to damp a compression load and to adjust a pair of the damper devices (3 a, 3b, 3c, 3 d) to damp a tension load.

13. Cab suspension according to claim 12, characterized in that the pair of damper devices (3 a, 3b, 3c, 3 d) is selected in dependence on the cab movement determined by the control device (4).

14. A cab suspension (10) according to any one of claims 1-3, characterized in that the maximum damping force that can be applied and/or adjusted by the respective damper device (3 a, 3b, 3c, 3 d) under tensile and compressive loads is substantially the same.

15. A cab suspension (10) according to any one of claims 1-3, characterized in that the damping force of the damper means (3 a, 3b, 3c, 3 d) is pre-adjusted.

16. Method for adjusting the damping of a cab suspension (10) of a commercial vehicle (20), which cab suspension comprises at least four damper devices (3 a, 3b, 3c, 3 d) arranged between a cab (1) and a frame (2) of the commercial vehicle (20), the damping force of each of the damper devices being individually adjustable, wherein each of the damper devices (3 a, 3b, 3c, 3 d) is designed to damp both tensile and compressive loads from the cab (1) to the frame (2), wherein each of the damper devices (3 a, 3b, 3c, 3 d) has a first damper (3 a) ₁ 、3b ₁ 、3c ₁ 、3d ₁ ) And a second damper (3 a) ₂ 、3b ₂ 、3c ₂ 、3d ₂ ) The first damper and the second damper are arranged such that: in the case of a tensile load from the cab (1) to the frame (2), the first damper (3 a) ₁ 、3b ₁ 、3c ₁ 、3d ₁ ) Is essentially damping and in the event of a compressive load from the cab (1) to the frame (2), the second damper (3 a ₂ 、3b ₂ 、3c ₂ 、3d ₂ ) Substantially damping, the method comprising the steps of:

-determining which of the damper devices (3 a, 3b, 3c, 3 d) are subjected to a tensile load from the cab (1) to the frame (2) and which are subjected to a compressive load from the cab (1) to the frame (2);

-adjusting the damping force of the damper device (3 a, 3b, 3c, 3 d) subjected to a tensile load from the cab (1) to the frame (2) to damp the tensile load from the cab (1) to the frame (2); and/or

-adjusting the damping force of the damper device (3 a, 3b, 3c, 3 d) subjected to a compressive load from the cab (1) to the frame (2) to damp the compressive load from the cab (1) to the frame (2).

17. A commercial vehicle (20) having a cab suspension (10) according to any one of claims 1 to 15.

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